Rail lock or car stop



Sept. 8, 1925 1,552,942

L. M. MOORE RAIL LOCK OR CAR STOP Filed Des: 24. 1924 s Sheets-Sheet 1 INi ENTOR: 15am fifflfoore 1 Marv) /r I BY A TTORNEYS.

Sept. 8. 1925.

L. M. MOORE RAIL LOCK OR GAR STOP Filed Dec 24.

a sheets-Sheet 2 u zaum TTORNEYS.

Patented Sept. 8, 1925.

LORY M. MOORE, OF IRVINGTON, NEW JERSEY.

RAIL LOCK OR CAR STOP.

Application filed December 24, 1924.

To all whom it may concern:

Be it known that I, Lear M. Moons, a citizen of the United States, residing at Irvington, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Rail Looks or Car Stops; and I do hereby declare the following tobe a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it a-ppertains to make and use the same, reference being had to the accompanying drawings, and to characters of reference marked thereon, which form a part of this specifi- *ation.

This invention relates, generally, to improvements in rail-stops; and the present invention has reference, more particularly, to a novel construction of rail-lock or car stop for railway rolling stock, with aview of providing a simple and effective means for arresting the movement of cars or the like, upon railway rails, and which rail-lock or stop can be easily secured in its position upon a rail, either one or two stops being employed upon one or both rails, as may be de sired, and the stop or stops being readily removed from the rail or rails for adjustment thereon, or for the complete removal of the stop or stops from the rail or rails, when necessary.

The present invention, therefore, has for its principal object to provide a novel and simply constructed rail-lock or car stop, which is effective as a bumper, to arrest the movement of the rolling stock upon the rails of a railway, which can be easily applied and is readily and quickly adjusted over a rail, and at the sametime is capable of withstanding excessive strain against the same, without slipping or displacement upon the rail.

The invention has for its further object to Y provide a rail-lock or car stop which, al-

though initially secured in a fixed position over a rail, will be more positively secured against slipping or movement upon the rail, by forcible impact of the wheel of a railway car, or the like, against the said rail-lock or stop.

Other objects of the present invention not at this time more particularly enumerated will be fully understood from the following detailed description of the present invention.

ith the various objects of the said inven- Serial No. 757,842.

tion in view, the same consists, primarily, in thenovel rail-lock or car stop hereinafter set forth; and, the said invention consists, furthermore, in the novel arrangements and combinations of the various devices and parts, as well as in the'details of the construction of the said parts, all of which are more fully described in the following specification, and then finally embodied in the clauses of the claims, which are appended to and which form an essential part of the said specification.

The invention is clearly illustrated in, the accompanying drawings, in which Figure 1 is a plan view of a portion of a pair of railway rails, with a pair of raillocks or car stops mounted over said rails, the said rail-locks or car stops being shown connected by means of a tie-rod, and all made according to and embodying the principles of the present invention; and Figure 2 is a transverse vertical section taken on line 2 2 in said Figure 1, looking in the direction of the arrow m.

Figure 3 is a side elevation of the devices and parts represented in said Figure 1; Figure 4 is a side elevation of one of the railway rails and a longitudinal vertical sectional representation of the rail-lock or car stop mounted over said rail; Figure 5 is a transverse vertical section, taken on line 55 in said Figure 3; and Figure 6 is a perspective view of one of a pair of wedgeshaped keys used with the rail-lock or car stop.

Figure 7 is a view similar to Figure 3, showing a modified construction of rail-lock or car stop, the same still embodying the principles of the present invention; Figure 8 is a transverse vertical section, taken on line 8-8 in said Figure 7; and Figure 9 is a bottom view of the said rail-lock or car stop in its detached relation from the rail.

similar characters of references are employed in all of the said above described views, to indicate corresponding parts. a

Referring now to the said views, the reference-character 1 indicates the railway rails with which the rail-locker car-stop is to be employed.

The said rail-lock or car-stop, shown in Figures 1 to 5 inclusive, comprises a main body-member or element 2 which is longitudinally slotted, as at 8, being formed by a pair of downwardly extending flanges-4 and 5. The flanges are spaced apart so that the said longitudinally extending slot 3 is of such width, that the said body-member or element 2 can be readily fitted over the rail 1, substantially as shown in the said figures of the drawings. As shown, the said flanges 4 and 5 are made with longitudinally extending key-ways or key-receiving slots 6 and 7, said key-ways or slots being wider at one end, as at 8, and tapering toward the other end, so as to be narrower at said end, as at 9, as will be noted from an inspection of Figure 1 of the drawings. The said keyways or slots 6 and 7 also open out interiorly in the direction toward each other, and toward the web of the railway rail, when the body-member or element 2 is mounted over the rail or rails 1, as clearly indicated in Figures 2 and 5 of the drawings. Connected with and projecting upwardly from the said body-member or element 2 is a longitudinally extending element 10, forming a wheel-abutment, the marginal edgeportion 11 of the said abutment being, preferably, an arc of a circle conforming to the circular conformation of a car-wheel 12, as indicated inFigure 3 of the drawings. In order that the said abutment may be strengthened, reenforcing ribs 13 and l t may be provided on opposite sides of the abutment, substantially as shown.

Afterhaving mounted the device above described over a railway rail 1, wedgeshaped keys 15 are inserted in the larger open-ended portions of the said receiving slots or keyways 6 and 7 on opposite sides of the web of the rail 1, said keys or wedges being firmly driven home, so that a secure holding or retaining action will be had between the said keys or wedges and the respective flanges 1 and 5 and the opposite faces of the web of the railway rail, as clearly indicated in Figures 2 and 5 of the drawings, and whereby the rail-lock or carstop will be positively maintained in a fixed relation to the rail, but is readily removable from the rail when the keys or wedges are forced, by blows upon their smaller ends, from their frictional holding contact with the flanges 4 and 5 and the sides of the web of the railway-rail, as will be evident.

As indicated in Figures 1 and 2 of the drawings, when it is desired to employ two of the herein-above described rail-locks or car-stops, a rail-lock or car-stop being mounted upon each railway rail 1, the said rail-locks or car-stops may be connected by means of a tie-rod or bar 16, the said tie-rod or bar having screw-threaded end-portions 17, which are inserted in holes or perforations 18 with which the wheel-abutments 10 may be provided, nuts 19 and 20 being mounted upon said screw-threaded end-portions 17, on opposite sides of each abutment 10, for suit-ably securing the said tie-rod or bar 16 in its connected relation with the oppositely alined rail-locks or car-stops.

If desired, the wheel-abutment 10 may also be provided with a laterally extending bore 21 which has a centrally disposed open part, as at 22, as indicated in Figures 4 and 5 of the drawings, for the reception of a wedge 23, to be driven into said bore, and whereby that portion of the wedge, directly over said open part 22, will be brought into binding engagement with the upper surface or crown of the railway rail, as indicated in Figure 2, and which thereby serves as an auxiliary holding means for additionally securing the rail-lock or oar-stop in its fixed position upon the rail.

Instead of the form of wheel-bumper 10 and the longitudinally extending bodyen'ieniber 2 and its flanges 4. and 5, described in connection with the rail-lock or car-stop i1- lustrated in said Figures 1 to 5 inclusive, I may provide a rail-lock or car-stop of the modified construction shown in Figures 7, 8 and 9 of the drawings.

In this latter device the wheel-bumper is indicated by the reference-character 24s, and the same is of the general configuration of the device shown in said Figures 1 to 5 in elusive.

However, in lieu of the body-member 2, the said wheel-bumper 2 is made with two pairs of downwardly extending flanges 2:" and 26, one pair of which, as 26, being preferably made wit-h portions, as 27,.whieh are provided with laterally extending wedge receiving bores 28, serving the same purpose as the bores 21 hereinbefore mentioned. The said bumper-element 24 may also be provided with a hole or perforation 29, for the same purpose as the hole or perforation 18 hereinbefor-e mentioned. In order to strengthen the member or element 24, the same is provided uponits opposite faces with re-enforcing ribs 30, substantially as shown.

In order that this rail-lock or car-stop may be readily mounted over the railway rail 1, the flanges 25 and 26 are also longitudinally slotted, as shown at 31 in Figure 8, the said flanges being further provided with tapering key-ways or key-receiving slots 32 for the reception of wedges or keys 33, by, means of which the rail-lock or carstop may be positively maintained in its fixed position upon the railway rail in substantially the samemanner as previously described in connection with the construction of the device illustrated in Figures 1 to 6 inclusive The operation of the device as a car-stop will readily be understoodfroin the foregoing, and any further description of the same s therefore deemed unnecessary.

From an inspection more particularly of Figure 4- 'of the drawings, it w1ll be seen that the are 11 of the wheel-bumper, and the shape of the tongue-portion 34, which rests directly upon the crown of a railway rail, in case of a rapidly rolling railway car allows the wheel of the first truck of the car to roll upon said tongue-portion and continue to ride upon the arc-shaped surface 11, and directly over the rail-lock or car-stop, without undue jarring or shock to the car, the wheel of the truck following linally being brought with slackened speed against the said arc-shaped surface to thereby stop or arrest the movement of the car, all of which is clearly indicated by the dotted representations of the wheel-portions indicated in said Figure 4 of the drawings. The rail-lock or car-stop when secured about the railway rail in the manner heretofore described will not slip, and any tendency to do so will merely result in further wedging the device more tightly upon the rail.

Of course I am aware that some changes may be made in the general arrangements and combinations of the several. devices and parts, as well as in the details of the constructions of the said parts, without departing from the scope of the present invention as set forth in the foregoing specification. and as defined in the clauses of the claims which are appended thereto. Hence, I do not limit my present invention to the exactar angements and combinations of the various devices and parts as described in the said specification, nor do I confine myself to the exact details of the construction of the said parts as illustrated in the accompanying drawings.

I claim 1. A rail-lock or a bumper-element, projections extending downwardly from said bumper-element, said projections being spaced apart so as to be adapted to be disposed on opposite sides of the web of a railway-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railwayrail, and wedges in said key-ways adapted to be brought into binding engagement with the faces of the web of said railway-rail.

2. A rail-lock or car-stop comprising a bumper-element formed with concave arc-shaped wheel-receiving edge, projections extending downwardly from said bumperelement. said projections being spaced apart so as to be adapted to be disposed on opposite sides of the web of a railway-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railway rail, and wedges in said key-ways adapted car-stop comprising to be brought into binding engagement with the faces of the web of said railway-rail.

3. A rail-lock or car-stop comprising a bumper-element formed with a concave arc-shaped wheel-receiving edge, and a wheel-receiving tongue extending forwardly from the lower portion of said wheel-receiving edge, projections extending downwardly from said bumper-element, said projections being spaced apart so as to be adapted to be' disposed on opposite sides of the Web of a raihvay-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railway-rail, and wedges in said key-ways adapted to be brought into bridging engagement with the faces of the web of said railway-rail.

l. A rail-lock or car-stop comprising a bumper-element, projections extending downwardly from said bumper-element, said projections being spaced apart so as to be disposed on opposite sides of the web of a railway-rail, locking means carried by said projections for engagement with the opposite faces of said web, said bumperelement being further provided with a laterally extending duct, and a wedge in said duct adapted to be forced into retaining engagement with the crown ofsaid railwayrail.

A rail-lock or car-stop comprising a bumper-element, projections extending downwardly from said bumper-element, said projections being spaced apart so as to be disposed on. opposite sides of the. web of a railway-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railway-rail, wedges in said key-ways adapted to be brought into binding engagement with the faces of the web of said railwayrail, said bumper-element being further provided with a. laterally extending duct, and a wedge in said duct adapted to be forced into retaining engagement with the crown of said railway-rail.

6. A rail-lock or car-stop comprising a bLunper-element formed with a concave areshaped wheel-receiving edge, projections extending downwardly from said bumper-element, said projections being spaced apart so as to be adapted to be disposed on opposite sides of the web of a railway-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railwayrail, and wedges in said key-ways adapted to be brought into binding engagement with the faces of the web of said railway-rail, said bumper-element being further provided with a laterally extending duct, and a wedge in said duct adapted to be forced into retaining engagement with the crown of said railwayrail.

7. A rail-lock or car-stop comprising a bumper-element formed with a concave arcshaped wheel-receiving edge, and a wheelreceiving tongue extending forwardly from the lower portion of said wheel-receiving edge, projections extending downwardly from said bumper-element, said projections being spaced apart so as to beadapted to be disposed on opposite sides of the web of a railway-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railway-rail, and wedges in said key-ways adapted to be brought into binding engagement with the faces of the web of said railway-rail, said bumper-element being further provided with a laterally extending duct, and a wedge in said duct adapted to be forced into retaining engagement with the crown of said railwayrail.

8. In combination with a pair of railwayrails, a rail-lock or car-stop mounted over each rail, each rail-lock or car-stop comprising a bumper-element, and a tie-rod connected at its ends wit-h a rail-lock or car stop, projections extending downwardly from said bumper-element, said projections being-spaced apart so as to be adapted to be disposed on opposite sides of the web of a railway-rail, and said projections being further provided with longitudinally extending key-ways opening toward the sides of the web of the railway-rail, and wedges in said key-ways adapted to be brought into binding engagement with the faces of the web of said railway-rail.

-9. In combination with a pair of railwayrails, a rail-lock or car-stop mounted over each rail, each rail-lock or car-stop comprising a. bumper-element, and a. tie-rod connected at its ends with a rail-lock or car-stop, said bumper-element being formed with a concave arc-shaped wheel-receiving edge, projections extending downwardly from said bumper-element, said projections being spaced apart so as to be adapted to be disposed on opposie sides of the web of a rail- *ayrail, and said projections being further provided with longitudinally extending keyways opening toward the sides of the web of the railway-rail, and wedges in said key- "ays adapted to be brought into binding engagement with the faces of the web of said railway-rail.

10. In combination with a pair of railway-rails, a rail-lock or car-stop mounted over each rail, each rail-lock or car-stop comprising a bumper-element, and a tie-rod connected at its ends with a rail-lock or carstop, said bumper-element being formed with a concave arc-shaped wheel-receiving edge, and a wheel-receiving tongue extending forwardly from the lower portion of said wheel-receiving edge, projections extending downwardly from said bumper-element, said project-ions being spaced apart so as to be adapted to be disposed on opposite sides of the web of a railway-rail, and said projcctions being further provided with longitudinally extending key-ways opening toard the sides of the webof the railwayrail, and wedges in said'key-ways adapted to be brought into binding engagement with the faces of the web of said railway-rail.

In testimony that I claim the invention set forth above I have hereunto set my hand this th day of December, 1924.

LORY M. MOORE. 

